HAL Id: hal-01769127 https://hal.archives-ouvertes.fr/hal-01769127 Submitted on 17 Apr 2018 HAL is a multi-disciplinary open access archive for the deposit and dissemination of sci- entific research documents, whether they are pub- lished or not. The documents may come from teaching and research institutions in France or abroad, or from public or private research centers. L’archive ouverte pluridisciplinaire HAL, est destinée au dépôt et à la diffusion de documents scientifiques de niveau recherche, publiés ou non, émanant des établissements d’enseignement et de recherche français ou étrangers, des laboratoires publics ou privés. Integrated Traction/Charge/Air Compression Supply using 3-Phase Split-windings Motor for Electric Vehicle Walter Lhomme, Philippe Delarue, Tiago Jose dos Santos Moraes, Ngac Ky Nguyen, Eric Semail, Keyu Chen, Benedicte Silvestre To cite this version: Walter Lhomme, Philippe Delarue, Tiago Jose dos Santos Moraes, Ngac Ky Nguyen, Eric Semail, et al.. Integrated Traction/Charge/Air Compression Supply using 3-Phase Split-windings Motor for Electric Vehicle. IEEE Transactions on Power Electronics, Institute of Electrical and Electronics Engineers, 2018, PP (99), pp.1-1. 10.1109/TPEL.2018.2810542. hal-01769127
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HAL Id: hal-01769127https://hal.archives-ouvertes.fr/hal-01769127
Submitted on 17 Apr 2018
HAL is a multi-disciplinary open accessarchive for the deposit and dissemination of sci-entific research documents, whether they are pub-lished or not. The documents may come fromteaching and research institutions in France orabroad, or from public or private research centers.
L’archive ouverte pluridisciplinaire HAL, estdestinée au dépôt et à la diffusion de documentsscientifiques de niveau recherche, publiés ou non,émanant des établissements d’enseignement et derecherche français ou étrangers, des laboratoirespublics ou privés.
Integrated Traction/Charge/Air Compression Supplyusing 3-Phase Split-windings Motor for Electric VehicleWalter Lhomme, Philippe Delarue, Tiago Jose dos Santos Moraes, Ngac Ky
Nguyen, Eric Semail, Keyu Chen, Benedicte Silvestre
To cite this version:Walter Lhomme, Philippe Delarue, Tiago Jose dos Santos Moraes, Ngac Ky Nguyen, Eric Semail,et al.. Integrated Traction/Charge/Air Compression Supply using 3-Phase Split-windings Motor forElectric Vehicle. IEEE Transactions on Power Electronics, Institute of Electrical and ElectronicsEngineers, 2018, PP (99), pp.1-1. 10.1109/TPEL.2018.2810542. hal-01769127
The second coupling element of the EMR, “change of varia-
bles” in Fig. 2, deduces the two phase-to-phase voltages of the
mid-points of the windings up from the three single phase volt-
ages of the mid-points vp. This change of variable that is non-
bijective, leads to the homopolar voltage vM:
𝑣𝑝−𝑟𝑒𝑓 = 𝑣𝐾−𝑟𝑒𝑓 + 𝑣𝑀
with 𝑣𝐾−𝑟𝑒𝑓 = 𝑇4𝑢𝑝−𝑟𝑒𝑓 where 𝑇4 =
1
3[
2 −1−1 −1−1 2
]
𝑣1𝐾−𝑟𝑒𝑓 + 𝑣2𝐾−𝑟𝑒𝑓 + 𝑣3𝐾−𝑟𝑒𝑓 = 0
and 𝑣𝐾−𝑟𝑒𝑓 =[𝑣1𝐾−𝑟𝑒𝑓 𝑣2𝐾−𝑟𝑒𝑓 𝑣3𝐾−𝑟𝑒𝑓]𝑡
(13)
𝑣𝑐𝑜𝑛𝑣−𝑟𝑒𝑓 = [𝑇1
1
2𝑇2
]
−1
[𝑣𝑚−𝑟𝑒𝑓
𝑣𝑝−𝑟𝑒𝑓]
(14)
The homopolar voltage vM can be considered as a DoF to in-
crease the modulation index of the converter using over-modu-
lation techniques in case of wye-connection since there is no
path for zero sequence of current. In this paper, choosing vM =
0 is necessary to eliminate im-o-ref because of the sinusoidal back-
EMF.
The coupling inversion element leads then to the six con-
verter reference voltages vconv-ref from the two grid reference
voltages ul-ref, the three motor reference voltages vm-ref and the
homopolar voltage uh-ref. The duty cycle of the switching func-
tion conv-ref are obtained by an inversion of (8):
𝛼𝑐𝑜𝑛𝑣−𝑟𝑒𝑓 =𝑣𝑐𝑜𝑛𝑣−𝑟𝑒𝑓
𝑉𝑏𝑢𝑠−𝑚𝑒𝑎𝑠+
1
2 (15)
A Pulse Width Modulation (PWM) is then classically used to
define the switching function references sconv-ref from this duty
cycle.
The proposed control of the entire system in Fig. 2 can seem
complicated but, in fact, it is no more complex than a classical
control of a 3-phase electrical machine for the traction mode
and a classical control of a 3-phase PWM converter for the bat-
tery charger or for supplying the compressor. Current control-
lers in rotating frames have been used in the control scheme.
The current references are obtained from the torque in traction
mode and from the required power for air compressor / charg-
ing. Regular PI controllers are used since all currents in rotating
frames are constant. The only differences are inversions of cou-
pling relations implemented by relations (11) and (14) that are
not so complicated to implement and which do not consume lots
of execution time.
IV. RESULTS AND DISCUSSION
To test the system, the studied structure is presented in Fig.
4. The grid and the air compressor are represented by an elec-
trical drive, which will work as a generator in charging mode
and as motor in compression mode. A test bench built for this
experiment is reported in Fig. 5. It is composed of:
two isolated DC-sources;
an industrial drive to simulate the load for both emulators;
a current measurement box and a dSPACE MicroLabBox to
carry out the proposed control. The MicroLabBox is an
equipment of dSPACE with a high calculation capacity up
to 2GHz for real-time processor. During the tests, the fixed-
step calculation has been set up at 100 µs in Simulink con-
trol scheme. The switching frequency has been fixed at 10
kHz;
a mechanical load of 10 kW to emulate the grid and the air
compressor;
a 3-phase open-end winding PMSM of 15 kW with its 6-leg
inverter connected mechanically to a load drive to emulate
the traction subsystem, and connected electrically at the
mid-points of the windings to a 3-phase PMSM. The 3-
phase open-end winding PMSM has 12 windings and 8
poles with a buried magnets rotor. The Back-EMF is almost
sinusoidal and the main parameters of the machine is (see
equation (5)): rs = 238 m; L + ll/2 = 1.44 mH;
M = – 678 H.
DC bus
C
itot
Vbus
Tm tract
6-leg converter
(3 H-bridge)
3-phase open-end
winding machine
emul Temul
Emulator of the
traction subsystem
Emulator of the
grid and the air
compressor
a
a'
b
b'
c
c'
1
2
3
iha
ihc'
LOAD
LOAD
ibus
Fig. 4. Experimental set-up scheme
Traction
machine (3-
phase open-
end winding
machine with
middle points)
Emulator of the
grid and air
compressor
DC-bus
Current
sensors
dSPACE
MicroLabBox
6-leg VSI
Load emulators
by Parvex
industrial drive
Fig. 5. Test bench
A profile test has been carried out to examine the different
operating modes (Table II). Fig. 6 reports the experimental re-
sults for example functioning cycle having three modes: charg-
ing (I), traction (II) and traction plus compression (III).
The speeds of both machines and the DC bus current are
shown in Fig. 6a. The emulated grid currents and references of
voltage are reported in Fig. 6b and Fig. 6e. The currents and
voltage references of the 3-phase open-end machine are given
in Fig. 6c and Fig. 6d.
During the charging mode, the torque Tm is controlled to zero,
then the speed is also zero. The speed of the machine emulating
the 3-phase grid is setting to 80 rad/s. The measured DC bus
current ibus, similar to the battery power, is negative showing
that the battery is in charging mode; at this time the grid currents
are sinusoidal. It can be seen that the relation given in Table I
for charging mode is verified by observing the currents of the
two machines. Indeed, for example, ip1 = – 2 iha = – 2 iha’ leads
to the current ima = 0 and as a consequence, the torque Tm gen-
erated by the 3-phase open-end winding machine is equal to
zero. The emulated grid voltages are however not perfectly si-
nusoidal (Fig. 6e left side) due to some harmonics of the back-
EMF, mainly the 3rd one, existing in the 3-phase machine used
for the emulation of the grid.
In traction mode (mode II), only the 3-phase open-end wind-
ing machine is controlled to track a reference speed, which is
fixed at 50 rad/s. The DC bus current ibus becomes positive in
this mode (Fig. 6a). During the traction mode, the currents of
the 3-phase open-end winding machine are balanced with a
phase-shifted of 60 degrees. This means that iha = – iha’, ihb = –
ihb’ and ihc = – ihc’ (Fig. 6c right side) and ip1 = ip2 = ip3 = 0 (Fig.
6b middle). The voltage references of the traction machine are
given in Fig. 6. These voltages are determined by PI current
controllers and considered as voltages of a symmetric 6-phase
wye-connected machine.
In mode III, i.e when the air compressor is started at 5.56s
during the traction mode, the currents crossing the 3-phase
open-end machine are unbalanced due to the different speeds of
both machines. The change of torque for the 3-phase PMSM
emulating air compressor at 7.05 s can be seen with the value
of the currents in Fig. 6b right side.
The above presented results confirm the validity of the pro-
posed structure for automotive applications by offering three
operating modes by control strategies. The results given in Fig.
6 confirm that all the calculation are finished in time into the
MicroLabBox. To prove the feasibility of the proposed control
scheme the grid and the air compressor have been emulated
with a versatile scaled-down prototype using a same PMSM. To
better emulate the characteristics of the grid, a large PMSM
with a small synchronous reactance and low total harmonic dis-
tortion (THD) would be preferable. Nevertheless the balanced
3-phase currents during the charging mode prove the feasibility
even if the voltage of the grid contains harmonics. For the fu-
ture, the real grid and a PMSM with a smaller power rating of
the air compressor would be necessary to check the effective-
ness of the control in real-world application scenarios.
TABLE II. PROFILE TEST
Mode 3-phase open-end
winding machine
3-phase machine (grid/air compres-
sor)
Charging
(Mode I) Speed and torque null Generator with
constant speed and torque
Traction
(Mode II) Acceleration then
constant speed Speed and
torque null
Traction +
Compression (Mode III)
Speed constant then deceleration
Motor with constant
speed and 2 steps of torque
V. CONCLUSION
Using a split-windings AC motor, an integrated motor
drive/battery charger/air-compressor supply system has been
introduced and shown its feasibility by real-time experimenta-
tion. This paper describes the unique control, in a same struc-
ture, to achieve the three operating modes: charging, traction
and air-compressor supply. The integrated system proposed in
this paper is expected to increase the vehicle component com-
pactness and power, therefore potentially reduces the cost and
battery charging time. In future prospects, more potentialities
of this integrated system will be studied, discussed and tested.
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0 2 4 6 8-100
-50
0
50
100
150
Time (s)
Volta
ge
(V
)
v
a0v
b0v
c0v
a0v
b0v
c0
a)
b)
c)
d)
e)
0 2 4 6 8-100
-50
0
50
100
Time (s)
Spe
ed
s (
rad/s
)
tract
emul
I II III
7 7.05 7.1-5
0
5
Time (s)
Curr
en
t (A
)
0 2 4 6 8-15
-10
-5
0
5
10
15
Time (s)
Curr
en
t (A
)
Ip1
Ip2
Ip3
0 0.01 0.02 0.03 0.04
-10
0
10
Time (s)
Curr
en
t (A
)
I III
5.54 5.56 5.58 5.6-4
-2
0
2
4
Time (s)
Curr
en
t (A
)
0 2 4 6 8
-5
0
5
Time (s)
Curr
en
t (A
)
iha
ihb
ihc
iha'
ihb
ihc
0 0.01 0.02 0.03 0.04
-5
0
5
Time (s)
Curr
en
t (A
)
I II
+
III
+
0 0.02 0.04-100
-50
0
50
100
Time (s)
Volta
ge
(V
)
5.54 5.56 5.58 5.6-100
-50
0
50
100
Time (s)
Volta
ge
(V
)
I II
+
III
+
0 2 4 6 8-100
-50
0
50
100
Time (s)
Ten
sio
n (
V)
vp1
vp2
vp3
0 0.02 0.04-100
-50
0
50
100
Ten
sio
n (
V)
Time (s)5.54 5.56 5.58 5.6
-100
-50
0
50
100
Ten
sio
n (
V)
Time (s)
I II
+
III
+
0 2 4 6 8-10
-5
0
5
10
Time (s)
Dc-
bus c
urr
en
t (A
)
itot
I
II
III
ibus
Fig. 6. Experimental results: a) Measured speeds of two machines (left) and the measured current of the DC bus (right); b) Grid currents; c) 6 currents of the 3-phase open-end winding machine; d) 6 references of voltage for the
3-phase open-end machine; e) Grid voltages (emulated by the back-EMF of a 3-phase PMSM).
Walter Lhomme (M’16) received the M.S.
degree in 2004, and the Ph.D. degree in 2007,
both in electrical engineering, from the Univer-
sity Lille 1, Sciences and Technologies, Ville-
neuve d’Ascq, France, specializing on graph-
ical description tools and methods for model-
ing and control of electrical systems.
He worked as hybrid electric vehicle engi-
neer within the Department Controls, Hybrid Vehicle Technol-
ogies Team at AVL Powertrain UK Ltd., England, for 1 year.
Since September 2008 he has been engaged as Associate Pro-
fessor at the Laboratory of Electrical Engineering and Power
Electronics of Lille (L2EP), University of Lille, Faculty of Sci-
ence and Technologies. Since 2008, he is the responsible of the
experimental platform “electricity & Vehicle” of the L2EP at
the University of Lille. His research activities deal with the
graphical descriptions, modelling, control, energy management
and hardware-in-the-loop simulations applied in hybrid and
electric vehicles field.
Philippe Delarue received a Ph.D. degree
from the University Lille1, Villeneuve d’Ascq,
France, in 1989. Since 1991, he has been an
Assistant Professor with Polytech’Lille, Ville-
neuve d’Ascq.
He is currently with the L2EP of Lille, Univer-
sity Lille1. His main research interests include
power electronics and multi-machine systems.
Tiago José Dos Santos Moraes received the
B.Sc. degree in Electrical Engineering from In-
stitut National de Sciences Appliquées (INSA
Lyon), Lyon, France, in 2011 and from the
Universidade Federal do Rio de Janeiro
(UFRJ), Rio de Janeiro, Brazil, in 2012 and the
M.Sc. degree in Electrical Vehicles from the
Arts et Métiers ParisTech, Lille, France, in 2013. In 2017, he
received his PhD degree from Arts et Métiers ParisTech. His
researches include fault-tolerant series-connected multiphase
machines for aeronautics and aerospace industries.
Ngac Ky Nguyen (M’13) received the B.Sc.
degree in Electrical Engineering from Ho Chi
Minh City University of Technology, Vietnam,
in 2005, and the Ph.D. degree in Electrical and
Electronic engineering from the University of
Haute Alsace, France, in 2010. Since Septem-
ber 2012, he has been an Associate Professor
with the Laboratory of Electrical Engineering and Power Elec-
tronics of Lille, Arts et Métiers ParisTech, Lille, France. His
research interests include Modeling and Control of Synchro-
nous Motors, Power Converters, and Fault-Tolerant Multiphase
Drives. He has authored and co-authored 38 scientific papers
and 5 book chapters.
Éric Semail (M’02) graduated from the Ecole
Normale Superieure, Paris, France, in 1986,
and received the Ph.D. degree with a thesis en-
titled ‘Tools and studying method of polyphase
electrical systems — Generalization of the
space vector theory’ from the University of
Lille, France, in 2000. He became an Associate
Professor at the Engineering School of Arts et Metiers Paris-
Tech, Lille, France, in 2001 and a Full Professor in 2010. In the
Laboratory of Electrical Engineering of Lille (L2EP), France,
his fields of interest include design, modeling, and control of
multiphase electrical drives (converters and ac drives). More
generally, he studies, as a Member of the Control team of L2EP,
multimachine and multiconverter systems. Fault tolerance for
electromechanical conversion at variable speeds is one of the
applications of the research with industrial partners in fields
such as automotive, marine, and aerospace. Since 2000, he has
collaborated on the publication of 27 scientific journals, 64 In-
ternational Congresses, 5 patents, and 2 chapters in books.
Keyu Chen, received her B.S. degree from Si-
chuan University (Chengdu, China) in 2000,
her M.Sc. degree in 2006 and PhD degree in
2010 from University of Lille1 (France) all in
electrical engineering. She worked for State
Grid Corporation of China in China from 2000
to 2003. She participated one of cooperation
research projects between L2EP (University of Lille1),
FEMTO-ST (University of Franche-Comté) and IFSTTAR
(Lyon Bron) from 2006-2010. In 2011, the project NEHC ‘so-
lutions for electric-mobility’ led by her, has been awarded 2011
national competition to encourage innovative technology busi-
nesses, organized by Ministry of Higher Education and Re-
search and OSEO (‘Emergence’ category, France). Now she is
working as software team leader at Valeo-Siemens eAutomo-
tive.
Since 2017, Bénédicte Silvestre is head of in-
novation of Valeo Siemens e Automotive (mo-
tor and power electronics). She has previously
led during 8 years the activity of power elec-
tronics for Hybrid and Electric Vehicles appli-
cation, for Valeo powertrain business group
based in Cergy France. She is recognized as Valeo Senior ex-
pert in power electronics and mechatronic design. Before that,
she has been three years in charge of advanced R&D projects
for Engine control units product and electric motor drive prod-
uct lines, including manufacturing processes and assembly
technologies. From 2001 to 2005, she led power steering prod-
uct line engineering in Johnson Controls Automotive Elec-
tronic. She started her carrier in 1994 as hardware designer then
team leader in Electric Vehicle components team in SAGEM
company, and developed charger, DCDC converter and inverter
for PSA and Renault.
She graduated from engineering high school (ESIGELEC,
Rouen, France) specialized in power electronics and electro-
technics, and a DEA (troisième cycle diplome d’études
avancées) in automatism, system controls and electric motor